|Publication number||US4610594 A|
|Application number||US 06/689,344|
|Publication date||Sep 9, 1986|
|Filing date||Jan 7, 1985|
|Priority date||Jan 7, 1985|
|Also published as||CA1263336A1, EP0211009A1, WO1986004032A1|
|Publication number||06689344, 689344, US 4610594 A, US 4610594A, US-A-4610594, US4610594 A, US4610594A|
|Inventors||Raymond P. Lane|
|Original Assignee||Dominion Chain Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (9), Referenced by (8), Classifications (16), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This invention is related to improvements in material handling structures for use in manipulating containers within a confined space such as the hold of a ship and is intended to permit more containers to be stored in the available space.
Containerization of materials for storage in restricted spaces is well known. It is common for instance to stack containers in buildings where headroom is restricted and where the containers should be stacked as high as possible to take maximum advantage of the height of the building. Consequently, any crane system used should have minimum height requirements. Another example of a restricted space for storing containers is the hold of a ship. The present invention will be described with reference to a ship's hold but is not to be restricted to such use.
An example of containerization in ships is the handling of freshly caught fish which are packed in ice to preserve them while the ship is at sea and until the fish can be delivered to a processing plant. It has been proposed to use relatively small containers for this purpose to avoid the damage and bruising of the fish. These containers can also be used to ship ice from the processing plant to the trawlers at sea.
Vessels employed in the fishing industry are relatively small and the space available in the holds has to be used to maximum advantage. Consequently, if material handling equipment is to be used, it has to be arranged to occupy as little space as possible and not restrict vertical stacking.
An example of a prior art cargo-handling device is shown in U.S. Pat. No. 2,541,893 which discloses a device comprising a horizontally movable crane mounted in a vessel entirely beneath the main deck and extensible out through a hatch in the side of the vessel. The structure can pick up and deliver cargo from the ship directly to the dockside. Another exemplary patent is U.S. Pat. No. 3,946,881 which discloses a somewhat similar arrangement intended to operate through access openings in the sides of the ship. Both patents disclose cranes with which the movable engagement portion operates entirely beneath the crane beams on which the crane trolley runs. This is typical of cranes because for reasons of stability, the object being picked up has its centre of gravity below the crane hook. Such arrangements necessitate providing space for the structure above the hook and make it impossible to use this space to store containers.
It is an object of the present invention to provide a new structure for handling containers within an enclosed space in which the head room is restricted.
According to one of its aspects, the invention provides structure consisting of tracks carrying a transporter which moves horizontally on the tracks. A hoist is suspended from the transporter and the hoist includes an elevator for picking up containers at engagement points above the points of suspension of the elevator. Pairs of uprights guide the elevator to maintain stability and the transporter includes guides for alignment with the uprights so that the elevator can move out of the uprights and between the guides for movement horizontally with the transporter with the guides maintaining stability.
A preferred embodiment of the invention is shown in the drawings in which:
FIG. 1 is a transverse section through the hold of an exemplary ship used to illustrate a confined space containing a preferred embodiment of the structure for moving containers in the hold, structure being shown as a container is being delivered to a selected location;
FIG. 2 is a diagrammatic plan view illustrating control of the structure for moving the containers;
FIG. 3 is a sectional view generally on lines 3--3 of FIG. 1 and drawn to a larger scale, the structure being shown in a raised position; and
FIG. 4 is a partial view similar to FIG. 4 and illustrating more of the components of the structure.
Reference is made first to FIG. 1 which illustrates a preferred embodiment of structure according to the invention installed in an exemplary location, i.e. the hold of a ship designated generally by the numeral 20. The hold is defined by a deck 22, extending between sides 24, 26 of the hull of the ship and defined at its bottom by a platform structure above the bilge. The deck 22 defines a central opening 30 providing access into the hold and through which modular containers such as container 32 can be loaded into the hold using the moving structure designated generally by the numeral 34.
As seen in FIGS. 1 and 2, the moving structure 34 consists essentially of a transporter designated generally by the numeral 36 and a hoist designated generally by the numeral 40. The transporter includes a pair of overhead tracks 42, and 44 (FIG. 4) straddling opening 30 carrying respective cars 46, 48 which are driven by a motor and gearbox assembly 50 linked through a drive chain to a pair of endless chains 52, 54 coupled to the cars as will be described.
The hoist 40 includes an elevator 56 having end assemblies 58, 60 connected by a carrier beam 62 positioned at the upper extremity of the end structures. This beam carries engagement structures 64 adapted to be coupled manually or by some other means to the containers 32 in conventional fashion.
The elevator 56 of the hoist 40 is suspended by a cable 66 which extends around a sheave 68 in the elevator 56 and around a double sheave 70 mounted in the car 46. This structure is repeated for the car 48 and a corresponding end assembly using a corresponding cable 72. The cables 66 and 72 are led by suitable guide pulleys to a motor and gearbox assembly 74 which carries winding drums for the cables.
The end assemblies 58, 60 are guided in pairs of uprights 76 when the elevator 56 is in the general position shown in FIG. 1 and then by pairs of guides 78, 80 on the car 46 and by corresponding guides on the car 48. Consequently, it is possible to lift the containers to the point where the elevator 56 is carrying the containers and the end assemblies are no longer in engagement with the uprights 76 so that the transporter 36 can then move the containers along the tracks to align the guides 78, 80 with other pairs of uprights 76 for placing the container in different positions in the hold as will be described more fully after completing the description of the drawings.
The general overview given with reference to FIGS. 1 and 2 will now be complemented by describing more details of the structure. Having completed this, use of the structure to place containers in the hold of the exemplary ship will be described.
Reference is made next to FIG. 3 to describe parts mentioned earlier in more detail. The track 42 consists of a pair of inwardly facing U-channel section members 81, 82 attached to one another by a series of shaped plates 84 to which the members are welded. As seen in FIG. 1 these plates are suspended by hangers 86 from the deck.
The car 46 consists of a pair of side plates 88, 90 containing the double sheave 70 mounted on an axle assembly 92. A further pair of axle assemblies 94 (one of which is shown) support respective pairs of wheels 96 and 98 (FIG. 2) for carrying the car in the track.
Side plates 88, 90 have central upstanding projections 100, 102 which terminate in attachments to a chain element 104 forming part of the endless chain 52 which also includes, above link 104, a further exemplary chain element 108. It will be seen that the links include L-shaped support elements 110 to allow the chain to be supported on suitable pads 112 welded to the shaped plates 84. Similarly a rubbing strip 114 is provided for the link 108 as it passes through an opening 116 in the plate so that the top and bottom flights of the chain are supported to minimize catenary action and possible flogging as the ship pitches and rolls.
It will be evident from FIG. 3 that the car 46 can be moved with reference to the track 42 by driving the chain 52 (FIG. 2). Movement in one direction will move the car longitudinally in a corresponding direction, and by reversing the drive, the car will be moved longitudinally in the opposite direction.
The hoist 40 is suspended and includes the double sheave 70. As seen in FIG. 3, the cable 66 passes over one of the tracks in the double sheave, extends downwardly to the sheave 68 and returns to the other track leaving in the opposite direction to that from which the cable came. Because of the double sheave and the proximity of the sheave 68 in use, it is necessary to angle the sheave 68 as shown. A special axle assembly 118 is provided for the purpose. This assembly is supported between an outer plate 120 and an inner plate 122 which has a cranked upward extension 124 terminating at the beam 62 to support the beam.
The plates 120, 122 carry pairs of roller assemblies 126 and 128 (see FIG. 1) and these roller assemblies locate in the guides 78, 80 which have a channel section for this purpose. Similarly, the uprights 76 have back to back channel sections for guiding the rollers when the guides 78, 80 are in registration with a pair of uprights so that the rollers can pass freely between the uprights and the guides.
It will be evident that the elevator 56 can be moved between pairs of uprights supported by the cable 66. The arrangement is better seen in FIG. 4 which corresponds partially to FIG. 3 drawn to a smaller scale and showing both cars 46, 48. As seen in FIG. 4 the beam 62 is supported at its ends by the plate 122 and corresponding plate 130 forming part of the other end assembly. The beam is proportioned to carry two containers as illustrated in ghost outline although it could of course be made to carry more. It is significant to note that the point of suspension of the containers is above the point of suspension of the elevator at sheave 68. The beam would be unstable were it not for the end assemblies being guided in the uprights or in the guides 78, 80 (FIG. 1) as the case may be. As a result, because the point of suspension is above the sheave 68 maximum use can be made of the head room. This is made possible by having the beam 62 extend above the tracks 42, 44 when the containers are elevated to their maximum height.
Reference is again made to FIG. 1 to describe how the structure is used to stack containers in the hold of a ship. The container 32 is lowered by an external crane into a location between the pair of uprights 76 aligned with the opening 30. Containers can be added at this location by external crane for movement by a structure into other locations between other pairs of uprights. The hoist is first used to lift the elevator into position between the guides 78, 80 so that the transporter can then move carrying the hoist to the location under the opening 30. The hoist then lowers the elevator into contact with the containers, the engagement structures are activated to attach to the containers, and then the hoist is used to lift the elevator complete with containers into position above the uprights and in engagement with the guides 78, 80. The transporter can then be used to move the containers to a position such as that shown in FIG. 1 where the elevator is lowered guided by a pair of uprights until the containers are positioned on top of the existing containers at that location. This procedure is repeated and of course, when loading a ship, containers would be placed first to one side then to the other to maintain balance.
When unloading the procedure is reversed using an external crane to lift the containers 32 from the central location.
It would of course be possible to introduce the containers at a different location either by providing an opening at a different point or even in a building the containers could be positioned in the last location to the side by a forklift truck or other similar device and the structure could then be used to transport them from that location. All such concepts are within the scope of the invention.
It will also be evident that the structure can be accommodated in a variety of enclosed spaces where headroom is at a premium. Such uses are within the scope of the invention as described and claimed.
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|Citing Patent||Filing date||Publication date||Applicant||Title|
|US5030055 *||Feb 14, 1990||Jul 9, 1991||Millard Manufacturing Corp.||Physically integrated manufacturing and materials handling system|
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|US6059521 *||Dec 20, 1995||May 9, 2000||Rapeli; Pekka E.||Transport and distribution of ship-borne goods units|
|US6572319||Sep 20, 2000||Jun 3, 2003||August Design||Modular cell elevator for containership|
|US7004338 *||Jan 23, 2001||Feb 28, 2006||Demag Mobile Cranes Gmbh||Empty container storage for the intermediate storage of empty ISO containers|
|US20130213292 *||Feb 17, 2012||Aug 22, 2013||Castor Casas Tojo||Multi-modal Watercraft|
|U.S. Classification||414/792.9, 414/141.5, 414/143.2, 187/252, 294/81.1, 212/319, 294/81.54, 254/399|
|International Classification||B63B25/00, B63B35/24|
|Cooperative Classification||B63B25/002, B63B25/004, B63B35/24|
|European Classification||B63B25/00B2, B63B25/00B, B63B35/24|
|Jan 27, 1986||AS||Assignment|
Owner name: DOMINION CHAIN INC., 617 DUORO STREET, STRATFORD,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:LANE, RAYMOND P.;REEL/FRAME:004503/0234
Effective date: 19860103
|Apr 10, 1990||REMI||Maintenance fee reminder mailed|
|Sep 9, 1990||LAPS||Lapse for failure to pay maintenance fees|
|Nov 20, 1990||FP||Expired due to failure to pay maintenance fee|
Effective date: 19900909